Transmission for a Motor Vehicle, Motor Vehicle Drive Train, and Method for Operating a Transmission

ABSTRACT

A transmission (G) for a motor vehicle includes an electric machine (EM1), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), two planetary gear sets (P1, P2, P3), and at least five shift elements (A, B, C, D, E). Different gears are implementable by selectively actuating the at least five shift elements (A, B, C, D, E) and, in addition, in interaction with the electric machine (EM1), different operating modes are implementable. A drive train for a motor vehicle with such a transmission (G) and a method for operating same are also provided.

CROSS-REFERENCE TO RELATED APPLICATION

The present application is related and has right of priority to German Patent Application No. 102018215234.9 filed in the German Patent Office on Sep. 7, 2018 and is a nationalization of PCT/EP2019/071004 filed in the European Patent Office on Aug. 5, 2019, both of which are incorporated by reference in their entirety for all purposes.

FIELD OF THE INVENTION

The invention relates generally to a transmission for a motor vehicle, including an electric machine, a first input shaft, a second input shaft, an output shaft, and a first planetary gear set, a second planetary gear set, and a third planetary gear set. The planetary gear sets each include multiple elements. A first shift element, a second shift element, a third shift element, a fourth shift element, and a fifth shift element are provided. A rotor of the electric machine is connected to the second input shaft. Moreover, the invention relates generally to a motor vehicle drive train, in which the transmission is utilized, and to a method for operating the transmission.

BACKGROUND

In hybrid vehicles, transmissions are known which also include, in addition to a gear set, one or multiple electric machine(s). In this case, the transmission is usually configured to be multi-stage, i.e., multiple different transmission ratios are selectable, as gears, between an input shaft and an output shaft by actuating appropriate shift elements, wherein this is preferably automatically carried out. Depending on the arrangement of the shift elements, the shift elements are clutches or brakes. The transmission is utilized in this case for suitably implementing an available tractive force of a prime mover of the motor vehicle with respect to various criteria. In this case, the gears of the transmission are mostly also utilized in interaction with the at least one electric machine for implementing purely electric driving. Frequently, the at least one electric machine can also be integrated in the transmission in order to implement various operating modes in different ways.

DE 10 2014 218 610 A1 describes a transmission for a hybrid vehicle, which includes, in addition to a first input shaft and an output shaft, three planetary gear sets and an electric machine. Moreover, in one variant, six shift elements are provided, via which different power paths are achieved from the first input shaft to the output shaft while implementing different gears and, in addition, different integrations of the electric machine can be configured. Here, purely electric driving can also be implemented simply by transmitting power via the electric machine.

SUMMARY OF THE INVENTION

Example aspects of the present invention provide a transmission for a motor vehicle, with which, with a compact design, different operating modes can be implemented in a suitable way.

According to example aspects of the invention, a transmission includes an electric machine, a first input shaft, a second input shaft, an output shaft, as well as a first planetary gear set and a second planetary gear set. The planetary gear sets include multiple elements, wherein, preferably, a first element, a second element, and a third element are associated with each of the planetary gear sets. In addition, a first shift element, a second shift element, a third shift element, a fourth shift element, and a fifth shift element are provided, via the selective actuation of which different power paths can be implemented while shifting different gears. It is particularly preferred when, from the ratio, at least three different gears can be formed between the first input shaft and the output shaft that differ in terms of ratio. Moreover, a rotor of the electric machine is connected to the second input shaft.

Within the meaning of the invention, a “shaft” is understood to be a rotatable component of the transmission, via which associated components of the transmission are rotationally fixed to each other or via which a connection of this type is established upon actuation of an appropriate shift element. The particular shaft can connect the components to each other axially or radially or also both axially and radially. The particular shaft can also be present as an intermediate piece, via which a particular component is connected, for example, radially.

Within the meaning of the invention, “axially” means an orientation in the direction of a longitudinal central axis, along which the planetary gear sets are arranged coaxially to one another. “Radially” is then understood to mean an orientation in the direction of the diameter of a shaft that lies on this longitudinal central axis.

Preferably, the output shaft of the transmission includes a tooth system, via which the output shaft is then operatively connected, in the motor vehicle drive train, to a differential gear arranged axially parallel to the output shaft. In this case, the tooth system is preferably provided at a mounting interface of the output shaft, wherein this mounting interface of the output shaft is preferably situated axially in the area of an end of the transmission, at which a mounting interface of the first input shaft is also provided, the mounting interface establishing the connection to the upstream prime mover. This type of arrangement is particularly suitable for the application in a motor vehicle with a drive train aligned transversely to the direction of travel of the motor vehicle.

Alternatively, an output of the transmission can also be provided, in principle, at an axial end of the transmission situated opposite to a mounting interface of the first input shaft. In this case, a mounting interface of the output shaft is then designed at an axial end of the output shaft coaxially to a mounting interface of the first input shaft, so that the input and the output of the transmission are located at opposite axial ends of the transmission. A transmission configured in this way is suitable for the application in a motor vehicle with a drive train aligned in the direction of travel of the motor vehicle.

The planetary gear sets are preferably arranged in the sequence first planetary gear set, second planetary gear set, and, finally, third planetary gear set axially following the mounting interface of the first input shaft. In example aspects, an alternative arrangement of the planetary gear sets can also be implemented in the axial direction, provided the connection of the elements of the planetary gear sets allows this.

Advantageously, the output shaft is rotationally fixed to the second element of the second planetary gear set and rotationally fixed to the third element of the first planetary gear set and is rotationally fixable to the first input shaft by the first shift element.

In addition, the second input shaft is rotationally fixed to a second element of the first planetary gear set as well as to a third element of the second planetary gear set. In addition, the first input shaft is rotationally fixable to the second input shaft by the second shift element.

The first element of the second planetary gear set is fixable at a rotationally fixed component by the third shift element and, in addition, connectable to the first input shaft by the fifth shift element. The first element of the first planetary gear set is fixable at the rotationally fixed component by the fourth shift element.

By engaging the first shift element, the first input shaft is rotationally fixed to the second element of the second planetary gear set as well as rotationally fixed to the third element of the first planetary gear set. In other words, the first shift element selectively connects the first input shaft to the output shaft.

An actuation of the second shift element, however, results in a rotationally fixed connection between the first input shaft and the second element of the first planetary gear set as well as to the third element of the second planetary gear set. In other words, the second shift element selectively connects the first input shaft to the second input shaft.

By engaging the third shift element, the first element of the second planetary gear set is fixed at a rotationally fixed component while, however, by engaging the fourth shift element, the first element of the first planetary gear set is fixed at the rotationally fixed component. The engagement of the fifth shift element brings about a rotationally fixed connection between the first input shaft and the first element of the second planetary gear set.

The first, second, and fifth shift elements are preferably present as clutches, which, upon actuation, each synchronize, if necessary, the particular components of the transmission joined directly to the clutches, with respect to their turning motions and, thereafter, connect the components to each other in a rotationally fixed manner. The third shift element and the fourth shift element can be, in particular, brakes, which, upon actuation, fix the first element of the first planetary gear set or of the second planetary gear set, respectively, and, consequently, prevents a turning motion thereof.

A particular rotationally fixed connection of the rotatable components of the transmission is preferably implemented, according to example aspects of the invention, via one or also multiple intermediate shaft(s), which can also be present, in this case, as short intermediate pieces when the components are positioned in a spatially dense manner. Specifically, the components that are permanently rotationally fixed to each other can each be present either as individual components that are rotationally fixed to each other, or also as single pieces. In the second case mentioned above, the particular components and the optionally present shaft are then formed by one common component, wherein this is implemented, in particular, for the case in which the particular components are situated spatially close to one another in the transmission.

In the case of components of the transmission that are rotationally fixed to each other only upon actuation of a particular shift element, a connection is also preferably implemented via one or also multiple intermediate shaft(s).

A fixation takes place, in particular, by way of a rotationally fixed connection to a rotationally fixed component of the transmission, which is preferably a permanently non-rotating component, preferably a housing of the transmission, a part of such a housing, or a component rotationally fixed thereto.

Within the meaning of the invention, the “connection” of the rotor of the electric machine to the second input shaft of the transmission is to be understood as a connection of such a type that a constant rotational-speed dependence prevails between the rotor of the electric machine and the second input shaft.

Overall, a transmission according to example aspects of the invention is distinguished by a compact design, low component loads, good gearing efficiency, and low losses.

According to one example embodiment of the invention, selective engagement of the five shift elements results in three gears between the first input shaft and the output shaft that differ in terms of ratio. A first gear can be implemented between the first input shaft and the output shaft by actuating the second shift element and the third shift element, in which travel takes place with the simultaneous integration of a prime mover joined at the first input shaft, as well as the electric machine. Moreover, a first variant of a second gear that is effective between the first input shaft and the output shaft results by engaging the first shift element and the third shift element. In the process, travel is also implemented in each case with the simultaneous integration of the upstream prime mover as well as the electric machine. In addition, the second gear in a second variant can be engaged by actuating the first and fourth shift elements, in a third variant by actuating the first and second shift elements, in a fourth variant by actuating the first and fifth shift elements, and in a fifth variant by actuating the second and fifth shift elements.

In addition, a third gear can be engaged between the first input shaft and the output shaft by engaging the second shift element and the fourth shift element.

A second gear also results in one further variant by engaging the first shift element.

This is the case because the second gear results already by engaging the first shift element, since the first input shaft and the output shaft are then coupled to each other in combination with a rotationally fixed connection of the output shaft with the second element of the second planetary gear set, so that travel can take place via the upstream prime mover. The electric machine can also be decoupled, since, in this case, only the first shift element is loaded with torque and, in addition, the second input shaft can remain idle. As a result, zero-load losses of the electric machine can be avoided. However, a shift into the first five variants of the second gear has the advantage that the electric machine is also integrated and, as a result, hybrid driving can take place.

In addition, an additional hybrid gear for forward travel is engageable by actuating the fourth shift element and the fifth shift element.

Given a suitable selection of stationary transmission ratios of the planetary gear sets, a transmission ratio range which is suitable for the application in a motor vehicle is implemented as a result. In this case, gear shifts between the gears are implementable, in which only the condition of two shift elements, in each case, is always to be varied, in that one of the shift elements contributing to the preceding gear is to be disengaged and another shift element is to be engaged in order to implement the subsequent gear. As a further consequence thereof, a shift between the gears can take place very rapidly.

Due to the connection of the electric machine to the second input shaft of the transmission, different operating modes can also be achieved in a simple way.

A first gear between the second input shaft and the output shaft can be utilized for purely electric driving, wherein this first gear results by engaging the third shift element. As a result, given a rotationally fixed connection of the output shaft with the second element of the second planetary gear set, the rotor of the electric machine is coupled, via the first planetary gear set, with the second planetary gear set and, thereby, with the output shaft. A ratio of this first gear corresponds to a ratio of the first gear that is effective between the first input shaft and the output shaft.

In addition, a second gear can also be implemented between the second input shaft and the output shaft for purely electric driving. The fourth shift element is to be actuated in order to engage this second gear. As a result, given a rotationally fixed connection of the output shaft with the third element of the first planetary gear set, the rotor of the electric machine is coupled to the output shaft via the first planetary gear set. A ratio of this second gear, which is effective between the second input shaft and the output shaft, corresponds to a ratio of the third gear between the first input shaft and the output shaft.

In addition, an electrodynamic starting mode for forward travel is preferred. Electrodynamic starting (EDA) means that a speed superimposition of the rotational speed of the internal combustion engine, the rotational speed of the electric machine, and the rotational speed of the output shaft takes place via one or multiple planetary gear set(s), and so it is possible to pull away from rest while the internal combustion engine is running. The electric machine supports a torque in this case.

The EDA mode for forward travel is brought about simply by actuating the fifth shift element, whereby the first element of the second planetary gear set is rotationally fixed to the input shaft. In this mode, the input shaft therefore drives the first element of the second planetary gear set while the electric machine supports the torque of the input shaft at the third element of the second planetary gear set. In this way, a driving start is possible via the second element, which is connected to the output shaft.

Starting from purely electric driving in the first gear, which is effective between the second input shaft and the output shaft, the upstream prime mover can then be started in the first gear, which is effective between the first input shaft and the output shaft. In addition, starting from the first electric gear or e-gear, a start can take place into the first variant of the second gear. The third shift element is engaged at each of the two gears.

Likewise, a start of the upstream prime mover into the second variant of the second gear, which is effective between the first input shaft and the output shaft, and into the third gear, which is effective between the first input shaft and the output shaft, can also take place from the second gear, which is effective between the second input shaft and the output shaft. In addition, a start into the additional forward gear can take place. The fourth shift element is engaged in each of the aforementioned gear shifts.

As a further operating mode, a charging operation of an electric accumulator can also be implemented, in that only the second shift element is engaged and, therefore, a rotationally fixed connection between the first input shaft and the second input shaft and, therefore, also a coupling with the electric machine are established. At the same time, a force-fit connection to the output shaft is not established, and therefore the transmission is in a neutral position. Apart from a charging operation, a start of the upstream prime mover via the electric machine can also be implemented as a result.

Moreover, powershifts with tractive force support can be implemented. During the gearchange between the first gear, which is effective between the first input shaft and the output shaft, and the second gear, which is effective between the first input shaft and the output shaft, the tractive force with the third shift element engaged can be supported via the electric machine, wherein the synchronization of the shift element to be engaged takes place via a closed-loop control of the rotational speed of the upstream prime mover. Alternatively, however, this can also take place by using synchronized shift elements or also by using another, separate synchronizing mechanism, such as a transmission brake or also one further electric machine, which can be operatively connected directly or indirectly to the first input shaft. If one further shift element, as a separating clutch, is also provided on the input side of the input shaft, the inertial mass of the upstream drive machine can be decoupled during the synchronization.

Likewise, a gearchange under load can also take place between the second variant of the second gear, which is effective between the first input shaft and the output shaft, and the third gear, which is effective between the first input shaft and the output shaft, with the fourth shift element engaged.

The transmission according to example aspects of the invention can also be operated in such a way that a rotational-speed reduction of the electric machine is achieved during driving. It is therefore possible to initially drive in a hybrid manner in the first variant of the second gear, in that the third shift element initially remains engaged either after a gear shift from the first gear into the second gear with torque support via the electric machine or after a start of the prime mover into the second gear. In order to now reduce a rotational speed of the electric machine in the first variant of the second gear at higher ground speeds, however, a change-over can be implemented from the first variant of the second gear into the second variant of the second gear, since the rotor of the electric machine has a lower rotational speed here than in the first variant of the second gear. This change-over takes place while preserving the tractive force via the upstream prime mover with the first shift element engaged. Initially, the load-free, third shift element is disengaged and, subsequent thereto, the load-free, fourth shift element is engaged, wherein the rotational-speed adaptation takes place via closed-loop control of the rotational speed of the electric machine.

A separate shift element is not necessary for decoupling the upstream prime mover, since, in the second variant of the second gear, which is effective between the first input shaft and the output shaft, the upstream prime mover can be decoupled by disengaging the first shift element.

As a result, the second gear is then implemented, which is effective between the second input shaft and the output shaft.

In addition, in the case of a vehicle that is slowing down, a downshift from the second gear, which is effective between the first input shaft and the output shaft, into the first gear, which is effective between the first input shaft and the output shaft, can be prepared, in that, initially, a change-over takes place from the second variant into the first variant of the second gear and, in the process, the tractive force is preserved via the upstream prime mover with the first shift element engaged. In the first variant of the second gear, the third shift element is then engaged, which becomes necessary in order to support the tractive force via the electric machine as part of the downshift from the second gear into the first gear.

As one further example design option of the invention, a further electric machine is provided, the rotor of which is connected at the first input shaft. Such an example embodiment has the advantage that further driving modes can be achieved as a result.

In addition, as a result, a start of the upstream prime mover can be implemented immediately, if necessary, if the prime mover is designed as an internal combustion engine. In addition, the additional electric machine can support the upstream prime mover in the synchronization of shift elements.

According to one further example embodiment of the invention, the first input shaft is connectable in a rotationally fixed manner, via a sixth shift element, to a connection shaft, which, in turn, is then preferably coupled within a motor vehicle drive train to the prime mover connected upstream from the transmission. The sixth shift element can be designed, in principle, as a force-locking or also as a form-locking shift element in this case, although it is particularly preferred when the sixth shift element is a dog clutch. Via the sixth shift element, the upstream prime mover can therefore also be completely decoupled from the transmission, so that a purely electric operation is implementable in a problem-free manner.

In one example refinement of the invention, one or multiple shift element(s) is/are each implemented as a form-locking shift element. In this case, the particular shift element is preferably designed either as a constant-mesh shift element or as a lock-synchronizer mechanism. Form-locking shift elements have the advantage over friction-locking shift elements that lower drag losses occur in the disengaged condition, and therefore a better efficiency of the transmission can be achieved. In particular, in the transmission according to example aspects of the invention, all shift elements are implemented as form-locking shift elements, and therefore the lowest possible drag losses can be achieved. In principle, however, one shift element or multiple shift elements could also be configured as force-locking shift elements, for example, as lamellar shift elements.

Within the scope of example aspects of the invention, the planetary gear sets can each be a minus planetary gear set, provided it allows for a connection of the elements, wherein the first element of the particular planetary gear set is a sun gear, the second element of the particular planetary gear set is a planet carrier, and the third element of the particular planetary gear set is a ring gear. A minus planetary gear set is composed, in a way known, in principle, to a person skilled in the art, of the elements sun gear, planet carrier, and ring gear, wherein the planet carrier, rotatably mounted, guides at least one planet gear, although preferably multiple planet gears, which each individually intermesh with the sun gear as well as with the surrounding ring gear.

Alternatively thereto, one planetary gear set or also multiple planetary gear sets can be a plus planetary gear set, however, provided it allows for the connection of the particular elements, wherein the first element of the particular planetary gear set is then a sun gear, the second element of the particular planetary gear set is a ring gear, and the third element of the particular planetary gear set is a planet carrier. In a plus planetary gear set as well, the elements sun gear, ring gear, and planet carrier are present, wherein the planet carrier guides at least one planet gear pair, in which one planet gear is meshed with the internal sun gear and the other planet gear is meshed with the surrounding ring gear, and the planet gears are intermeshed with each other.

Where permitted by a connection of the individual elements, a minus planetary gear set can be converted into a plus planetary gear set, wherein, as compared to the design as a minus planetary gear set, the ring gear connection and the planet carrier connection are to be interchanged, and a stationary transmission ratio is to be increased by one. Conversely, a plus planetary gear set could also be replaced by a minus planetary gear set, provided the connection of the elements of the transmission enables this. In this case, as compared to the plus planetary gear set, the ring gear connection and the planet carrier connection would also need to be interchanged, and a stationary transmission ratio would need to be reduced by one. Within the scope of example aspects of the invention, the three planetary gear sets are each preferably designed as a minus planetary gear set, however.

According to one further example embodiment of the invention, the first shift element and the second shift element are combined to form one shift element pair, with which one actuating element is associated. The first shift element, on the one hand, and the second shift element, on the other hand, can be actuated via the actuating element starting from a neutral position. This has the advantage that, due to this combination, the number of actuating elements can be reduced and, therefore, the manufacturing complexity can also be reduced.

Alternatively or also in addition to the aforementioned example variants, the third shift element and the fourth shift element are combined to form one shift element pair, with which one actuating element is associated. The third shift element, on the one hand, and the fourth shift element, on the other hand, can be actuated via this actuating element starting from a neutral position. As a result, the manufacturing complexity can be reduced, in that, due to the combination of the two shift elements to form one shift element pair, one actuating unit can be utilized for both shift elements.

Alternatively to the aforementioned example variant, the third shift element and the fifth shift element are combined to form one shift element pair, with which one actuating element is associated. The third shift element, on the one hand, and the fifth shift element, on the other hand, can be actuated via this actuating element starting from a neutral position. As a result, the manufacturing complexity can be reduced, in that, due to the combination of the two shift elements to form one shift element pair, one actuating unit can be utilized for both shift elements.

According to one example embodiment of the invention, the rotor of the electric machine is rotationally fixed to the second input shaft. Alternatively, according to one example design option of the invention, the rotor is connected to the second input shaft via at least one gear stage. The electric machine can be arranged either coaxially to the planetary gear sets or so as to lie axially offset with respect thereto. In the former case, the rotor of the electric machine can either be rotationally fixed directly to the second input shaft or can be coupled thereto via one or also multiple intermediate gear stage(s), wherein the latter allows for a more favorable configuration of the electric machine with higher rotational speeds and lower torques. The at least one gear stage can be designed as a spur gear stage and/or as a planetary gear stage in this case. In the case of a coaxial arrangement of the electric machine, the two planetary gear sets can then also, more preferably, be arranged axially in the area of the electric machine as well as radially internally with respect thereto, so that the axial installation length of the transmission can be shortened.

If the electric machine is provided axially offset with respect to the planetary gear sets, however, a coupling takes place via one or multiple intermediate gear stage(s) and/or a flexible traction drive mechanism. The one or the multiple gear stage(s) can also be implemented individually, in this case, either as a spur gear stage or as a planetary gear stage. A flexible traction drive mechanism can be either a belt drive or a chain drive.

If a further electric machine is also provided, a rotor of this further electric machine can also be either rotationally fixed to the first input shaft directly or can be coupled to the first input shaft via at least one gear stage. The at least one gear stage can be a spur gear stage or a planetary gear stage or also a flexible traction drive mechanism. In addition, the further electric machine can be provided coaxially or also axially offset with respect to the first input shaft and, therefore, also to the planetary gear sets.

Within the scope of example aspects of the invention, a starting component can be installed upstream from the transmission, for example a hydrodynamic torque converter or a friction clutch. This starting component can then also be an integral part of the transmission and acts to configure a starting process, in that the starting component enables a slip speed between the prime mover, which is designed, in particular, as an internal combustion engine, and the first input shaft of the transmission. In this case, one of the shift elements of the transmission or the separating clutch, which may be present, can also be designed as such a starting component, in that the starting component is present as a frictional shift element. In addition, a one-way clutch with respect to the transmission housing or to another shaft can be arranged on each shaft of the transmission, in principle.

The transmission according to example aspects of the invention is, in particular, part of a motor vehicle drive train for a hybrid or electric vehicle and is then arranged between a prime mover of the motor vehicle, which is configured as an internal combustion engine or as an electric machine, and further components of the drive train, which are arranged downstream in the direction of power flow to driving wheels of the motor vehicle. In this case, the first input shaft of the transmission is either permanently coupled to a crankshaft of the internal combustion engine or to the rotor shaft of the electric machine in a rotationally fixed manner or can be connected thereto via an intermediate separating clutch or a starting component, wherein a torsional vibration damper can also be provided between an internal combustion engine and the transmission. On the output end, the transmission is then preferably coupled, within the motor vehicle drive train, to a differential gear of a drive axle of the motor vehicle, wherein a connection to an interaxle differential can also be present in this case, however, via which a distribution to multiple driven axles of the motor vehicle takes place. The differential gear or the interaxle differential can be arranged with the transmission in one common housing in this case. A torsional vibration damper, which is optionally present, can also be integrated into this housing.

Within the meaning of the invention, the expressions that two components of the transmission are “connected” or “coupled” or “are connected to each other” mean a permanent coupling of these components, and therefore said components cannot rotate independently of each other. In that respect, no shift element is provided between these components, which can be elements of the planetary gear sets and/or also shafts and/or a rotationally fixed component of the transmission. Instead, the appropriate components are coupled to each other with a constant rotational speed dependence.

However, if a shift element is provided between two components, these components are not permanently coupled to each other. Instead, a coupling is carried out only by actuating the intermediate shift element. In this case, an actuation of the shift element means, within the meaning of the invention, that the particular shift element is transferred into an engaged condition and, consequently, synchronizes the turning motions, if necessary, of the components connected directly thereto. In the case of an example embodiment of the particular shift element as a form-locking shift element, the components directly connected to each other in a rotationally fixed manner via the shift element rotate at the same rotational speed, while, in the case of a force-locking shift element, speed differences can exist between the components also after an actuation of the same shift element. This intentional or also unintentional condition is nevertheless referred to, within the scope of the invention, as a rotationally fixed connection of the particular components via the shift element.

The invention is not limited to the specified combination of features of the main claim or the claims dependent thereon. In addition, individual features can be combined with one another, provided they arise from the claims, the description of preferred embodiments of the invention which follows, or directly from the drawings. References in the claims to the drawings via the use of reference signs is not intended to limit the scope of protection of the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

Advantageous example embodiments of the invention, which are explained in the following, are represented in the drawings. Wherein:

FIG. 1 shows a diagrammatic view of a motor vehicle drive train;

FIGS. 2 and 3 each show a diagrammatic view of a transmission of the type that can be utilized in the motor vehicle drive train from FIG. 1;

FIG. 4 shows an exemplary shift pattern for five shift elements of the transmissions from FIGS. 2 and 3;

FIG. 5 shows a diagrammatic view of a transmission of the type that can also be utilized in the motor vehicle drive train from FIG. 1;

FIG. 6 shows an exemplary shift pattern for a transmission according to FIG. 5; and

FIGS. 7 through 12 each show a schematic of a modification of the transmissions from FIGS. 2 through 5 as well as FIGS. 8 and 9.

DETAILED DESCRIPTION

Reference will now be made to embodiments of the invention, one or more examples of which are shown in the drawings. Each embodiment is provided by way of explanation of the invention, and not as a limitation of the invention. For example, features illustrated or described as part of one embodiment can be combined with another embodiment to yield still another embodiment. It is intended that the present invention include these and other modifications and variations to the embodiments described herein.

FIG. 1 shows a diagrammatic view of a motor vehicle drive train of a hybrid vehicle, wherein, in the motor vehicle drive train, an internal combustion engine VKM is connected to a transmission G via an intermediate torsional vibration damper TS. Connected downstream from the transmission G, on the output end thereof, is a differential gear AG, via which drive power is distributed to driving wheels DW of a drive axle of the motor vehicle. The transmission G and the torsional vibration damper TS are arranged in a common housing of the transmission G in this case, into which the differential gear AG can then also be integrated. As is also apparent in FIG. 1, the internal combustion engine VKM, the torsional vibration damper TS, the transmission G, and also the differential gear AG are aligned transversely to a direction of travel of the motor vehicle.

FIG. 2 shows a schematic of the transmission G according to a first example embodiment of the invention. As is apparent, the transmission G includes a gear set RS and an electric machine EM1, which are both arranged in the housing of the transmission G. The gear set RS includes two planetary gear sets P1 and P2, wherein each of the planetary gear sets P1 and P2 includes a first element El 1 and E12, respectively, a second element E21 and E22, respectively, and a third element E31 and E32, respectively. The first element El 1 and E12 is formed by a sun gear of the planetary gear set P1 and P2, respectively, while the second element E21 and E22 of the planetary gear set P1 and P2, respectively, is present as a planet carrier, and the third element E31 and E32 of the planetary gear set P1 and P2, respectively, is present as a ring gear.

In the present case, the first planetary gear set P1 and the second planetary gear set P2 are each therefore present as a minus planetary gear set. The particular planet carrier thereof guides at least one planet gear in a rotatably mounted manner; the planet gear is meshed with the particular radially internal sun gear as well as with the particular radially surrounding ring gear. It is particularly preferred, however, when multiple planet gears are provided in the case of the first planetary gear set P1 and in the case of the second planetary gear set P2.

As is apparent in FIG. 2, the transmission G includes a total of five shift elements in the form of a first shift element A, a second shift element B, a third shift element C, a fourth shift element D, and a fifth shift element E. The shift elements A, B, C, D, and E are each designed as form-locking shift elements and are preferably present as constant-mesh shift elements. While the third shift element C and the fourth shift element D are each a brake, the remaining shift elements A, B and E are clutches.

The first element E11 of the first planetary gear set P1 is fixable by the fourth shift element D at a rotationally fixed component GG, which is the transmission housing of the transmission G or a portion of this transmission housing. The first element E12 of the second planetary gear set P2 is fixable at the rotationally fixed component GG by the third shift element C.

The third element E31 of the first planetary gear set P1 and the second element E22 of the second planetary gear set P2 are connected in a rotationally fixed manner to an output shaft GWA of the transmission G. The second element E22 of the second planetary gear set P2 and the third element E31 of the first planetary gear set P1 and, therefore, also the output shaft GWA are jointly rotationally fixable to a first input shaft GW1 of the transmission G by engaging the first shift element A.

A second input shaft GW2 is rotationally fixed to the second element E21 of the first planetary gear set P1 and to the third element E31 of the second planetary gear set P2. The second input shaft GW2 of the transmission G is also permanently rotationally fixed to the second element E21 of the first planetary gear set P1 and to a rotor R1 of an electric machine EM1, the stator S1 of which is continuously fixed at the rotationally fixed component GG. Since the rotor R1 is connected to the second input shaft GW2 and the second input shaft GW2 is rotationally fixed to the second element E21, a connection of the input shaft GW1 to the second input shaft GW2 takes place simultaneously by engaging the second shift element B.

The first input shaft GW1 as well as the output shaft GWA form a mounting interface GW1-A and GWA-A, respectively, wherein the mounting interface GW1-A in the motor vehicle drive train from FIG. 1 is utilized for a connection at the internal combustion engine VKM, while the transmission G is connected at the mounting interface GWA-A to the downstream differential gear AG. The mounting interface GW1-A of the first input shaft GW1 is formed at an axial end of the transmission G, while the mounting interface GWA-A of the output shaft GWA is situated in the area of the same axial end and, here, is aligned transversely to the mounting interface GW1-A of the first input shaft GW1. In addition, the first input shaft GW1, the second input shaft GW2, and the output shaft GWA are arranged coaxially to one another.

The planetary gear sets P1 and P2 are also situated coaxially to the input shafts GW1 and GW2 and the output shaft GWA, wherein the planetary gear sets P1 and P2 are arranged in the sequence first planetary gear set P1 and second planetary gear set P2 axially subsequent to the mounting interface GW1-A of the first input shaft GW1. Likewise, the electric machine EM1 is also located coaxially to the planetary gear sets P1 and P2 and, therefore, also to the input shafts GW1 and GW2 and to the output shaft GWA, wherein the electric machine EM1 is arranged axially spaced apart from the first planetary gear set P1 and the second planetary gear set P2.

As is also apparent from FIG. 2, the first shift element A, the second shift element B, and the fifth shift element E are arranged axially between the first planetary gear set P1 and the second planetary gear set P2, wherein, here, the second shift element B is situated axially adjacent to the first planetary gear set P1, followed axially initially by the first shift element A and then the fifth shift element E.

The third shift element C is situated axially on a side of the second planetary gear set P2 facing away from the first planetary gear set P1. The fourth shift element D is situated axially on a side of the first planetary gear set P1 facing away from the second planetary gear set P2.

The first shift element A and the second shift element B are situated axially directly next to one another and radially at the same level and are combined to form one shift element pair SP1, in that a common actuating element is associated with the first shift element A and the second shift element B, via which the first shift element A, on the one hand, and the second shift element B, on the other hand, can be actuated from a neutral position.

In addition, the third shift element C and the fifth shift element E are combined to form one shift element pair SP2, in that a common actuating element is associated with the third shift element C and the fifth shift element E, via which the third shift element C, on the one hand, and the fifth shift element E, on the other hand, can be actuated from a neutral position. Alternatively—although not represented—the third shift element C and the fourth shift element D are combined to form one shift element pair.

Moreover, FIG. 3 shows a diagrammatic view of a transmission G according to a second example design option of the invention, which can also be utilized in the motor vehicle drive train in FIG. 1. This design option largely corresponds to the preceding example variant according to FIG. 2, with the difference that the sequence of the two planetary gear sets P1, P2 is interchanged. As compared to the example embodiment according to FIG. 2, the electric machine is located axially essentially at the level of the two planetary gear sets P1 and P2 and radially surrounding the two planetary gear sets P1 and P2.

In contrast to the example embodiment according to FIG. 2, the third shift element C and the fourth shift element D are also combined to form one shift element pair SP2, in that a common actuating element is associated with the third shift element C and the fourth shift element D, via which the third shift element C, on the one hand, and the fourth shift element D, on the other hand, can be actuated from a neutral position. Otherwise, the example design option according to FIG. 3 corresponds to the example variant according to FIG. 2, and therefore reference is made to the description thereof.

FIG. 4 shows an exemplary shift pattern for the transmission G from FIGS. 2 and 3 in table form. As is apparent, a total of three gears 1 through 3, which differ in terms of the ratio, are implementable between the first input shaft GW1 and the output shaft GWA, wherein, in the columns of the shift pattern, an X indicates which of the shift elements A through E is engaged in which of the gears 1 through 3.

As is apparent in FIG. 4, a first gear 1 is implemented between the first input shaft GW1 and the output shaft GWA by actuating the second shift element B and the third shift element C.

In addition, a second gear can be implemented between the first input shaft GW1 and the output shaft GWA in a first variant 2.1 by actuating the first shift element A and the third shift element C, wherein the second gear can also be formed in a second variant 2.2 by engaging the first shift element A and the fourth shift element D, in a third variant 2.3 by actuating the first shift element A and the second shift element B, in a fourth variant 2.4 by engaging the first shift element A and the fifth shift element E, and in a fifth variant 2.5 by engaging the second shift element B and the fifth shift element E. In one further variant (V2), the second gear can be implemented simply by engaging the first shift element A. In addition, an additional forward gear HZ1 can be implemented by actuating the fourth shift element D and the fifth shift element E.

While the electric machine EM1 is also integrated in each of the variants 2.1 through 2.5, so that driving can take place in a hybrid manner while simultaneously utilizing the internal combustion engine VKM and the electric machine EM1, the electric machine EM1 is decoupled in the case of the further variant V2. The latter has the advantage that the electric machine EM1 does not need to be engaged during operation.

In addition, a third gear also results between the first input shaft GW1 and the output shaft GWA by actuating the second shift element B and the fourth shift element D.

Although the shift elements A through E are each designed as a form-locking shift element, a shift between the first gear 1 and the first variant 2.1 of the second gear can be implemented under load, since the third shift element C contributes thereto. In addition, a shift between the second variant 2.2 of the second gear and the third gear can be implemented under load, since the fourth shift element D contributes thereto.

A synchronization during the gear shifts can take place in each case via an appropriate closed-loop control of the upstream internal combustion engine VKM, and therefore the particular shift element to be disengaged is disengaged without load and the shift element to be subsequently engaged can be engaged without load.

The transmissions G from FIGS. 2 and 3 can also be operated in alternative operating modes with the aid of the electric machine EM1. Purely electric driving can take place in a first gear E1, which is effective between the second input shaft GW2 and the output shaft GWA and, for the implementation of which, the third shift element C is to be transferred into an engaged condition. As a result, with the third shift element C engaged, the first electric machine EM1 is directly connected to the output shaft GWA with a constant ratio (third element E32 rotatable with the second element E22 while the first element E12 of the second planetary gear set P2 is fixed). The ratio of the first gear E1 corresponds here, in each case, to a ratio of the first gear 1 between the first input shaft GW1 and the output shaft GWA.

In addition, a second gear E3 can also be implemented between the second input shaft GW2 and the output shaft GWA, for the implementation of which the fourth shift element D is to be engaged. As a result, the electric machine EM1 is connected to the output shaft GWA with a constant ratio (second element E21 rotatable with the third element E31 while the first element E11 of the first planetary gear set P1 is fixed). A ratio of this second gear E3 corresponds, in each case, to a ratio of the third gear 3, which is effective between the first input shaft GW1 and the output shaft GWA.

Advantageously, a start of the internal combustion engine VKM into the first gear 1 and into the first variant 2.1 of the second gear 2 can be carried out starting from the first gear E1, since the third shift element C is engaged in each of these gears.

The same is possible from the second gear E3 into the second variant 2.2 of the second gear, or into the third gear 3, since the fourth shift element D contributes to each of these. Therefore, a transition from purely electric driving into driving via the internal combustion engine or into hybrid driving can be carried out rapidly.

Moreover, a charging or start function can be implemented by engaging the second shift element B. This is the case because, in the engaged condition of the second shift element B, the second input shaft GW2 is directly coupled, in a rotationally fixed manner, to the first input shaft GW1 and, therefore, also to the internal combustion engine VKM, wherein, simultaneously, there is no force-fit connection to the output shaft GWA. When the electric machine EM1 is operated as a generator, an electric accumulator can be charged via the internal combustion engine VKM, whereas, when the electric machine EM1 is operated as an electric motor, a start of the internal combustion engine VKM is implementable via the electric machine EM1.

In addition, a rotational-speed reduction of the electric machine EM1 can be configured in the mechanical or hybrid mode. After a gear shift from the first gear into the second gear, with torque support via the electric machine EM1, or after a start of the internal combustion engine VKM into the second gear, hybrid driving results.

In order to reduce the rotational speed of the electric machine EM in the second gear at higher ground speeds, a change-over can be carried out from the first variant 2.1 of the second gear into the second variant 2.2, in which the rotor R1 has a lower rotational speed. This change-over takes place while preserving the tractive force via the internal combustion engine VKM with the first shift element A engaged. For this purpose, the third shift element C, which is then load-free, is disengaged and the likewise load-free, fourth shift element D is engaged, wherein the rotational-speed adaptation takes place in each case via a closed-loop control of the rotational speed of the electric machine EM.

The change-over into the second variant 2.2 also has the advantage that the internal combustion engine VKM can be decoupled at any time by disengaging the first shift element A also in the absence of an additional separating clutch, while the electric machine EM1 drives or decelerates the vehicle. Moreover, in the case of a vehicle that is slowing down, a downshift from the second gear into the first gear can be prepared, in that, initially, a change-over takes place from the second variant 2.2 into the first variant 2.1, while the internal combustion engine VKM preserves the tractive force with the first shift element A engaged. In the first variant 2.1 of the second gear, the third shift element C is then engaged, which becomes necessary in order to support the tractive force via the electric machine EM1 as part of the downshift from the second gear into the first gear.

Moreover, FIG. 5 shows a schematic of a transmission G according to a third example embodiment of the invention, of the type which can also be utilized in the motor vehicle drive train in FIG. 1. This example embodiment essentially corresponds to the example variant according to FIG. 2, wherein, in contrast thereto, the first input shaft GW1 can now be rotationally fixed, at the mounting interface GW1-A via a sixth shift element K0, to a connection shaft AN, which is then connected to the upstream internal combustion engine VKM in the motor vehicle drive train. The sixth shift element K0 is configured as a form-locking shift element and, particularly preferably, is present as a constant-mesh shift element. Moreover, a further electric machine EM2 is also provided, the rotor R2 of which is rotationally fixed to the first input shaft GW1, while a stator S2 of the further electric machine EM2 is fixed at the rotationally fixed component GG. The rotor R2 is connected at the first input shaft GW1 axially between the sixth shift element K0 and the first planetary gear set P1. For the rest, the example variant according to FIG. 5 corresponds to the example design option according to FIG. 2, and therefore reference is made to the description thereof.

In FIG. 6, different conditions of the motor vehicle drive train from FIG. 1, with utilization of the transmission G from FIG. 5, are represented in table form, wherein these different conditions are achieved via different integrations of the two electric machines EM1 and EM2 as well as the internal combustion engine VKM.

First, purely electric driving by a single electric machine and disengaged shift element K0 (upper table) is described.

In the gear E1, purely electric driving takes place via the electric machine EM1, in that the first gear E1 is implemented in the transmission G in the way described above with respect to FIG. 4. In the second gear E3, purely electric driving also takes place via the electric machine EM1, in that the second gear E3 is implemented in the transmission G in the way described above with respect to FIG. 4. In the gear E2, purely electric driving takes place via the electric machine EM2, in that the third gear E2 is implemented in the transmission G by actuating the first shift element A.

Second, purely electric driving by both electric machines and disengaged shift element K0 (lower table) is described.

The same gear steps or variants can be implemented as described in FIG. 4, wherein these can now be driven purely electrically.

The advantages of two electric machines can be summarized as follows:

-   -   purely electric powershift, since the second electric machine         EM2, with disengaged shift element K0, performs the functions of         the internal combustion engine;     -   the second electric machine EM2, with disengaged shift element         K0, can be utilized for synchronization, while the first         electric machine EM1 supports the tractive force;     -   a greater total electrical power is implementable with         disengaged shift element K0;     -   a greater range is possible with a hybrid operation;     -   the internal combustion engine VKM can be started by the second         electric machine EM2;     -   the second electric machine EM2 can synchronize the shift         element K0;     -   a battery-independent serial operation is possible; and     -   the second electric machine EM2 can be used as a generator, the         first electric machine EM1 can be used as a motor.

As describe above, an EDA mode for forward travel can be implemented.

In addition, a purely electric EDA mode can be implemented. As a result, driving can also take place for a longer time with high torque and a low ground speed without the electric machine or the inverter overheating, since both electric machines can be operated at suitable rotational speeds. An operation at very low electric-machine rotational speeds is avoided.

In addition, in the purely electric EDA mode, a purely electric gear shift (electronic speed sensor) is possible (K0 is disengaged while the shift element F is engaged), i.e., the e-gears of the first electric machine EM1 are power shiftable among one another. It is advantageous here that the first electric machine EM1 contributes the greatest portion of the drive power also during the gear shift while the second electric machine EM2, therefore, can be proportioned considerably smaller (for example, only approximately a third (⅓) of the power of EM1).

Finally, FIGS. 7 through 11 show modifications of the example transmissions G from FIGS. 2 and 3 as well as the example from FIG. 5. These example modifications relate to alternative possibilities for integrating the electric machine EM1, although the example modifications can also be utilized, in a similar way, for the further electric machine EM2 in the transmissions G according to FIG. 5.

In FIG. 7, for example, the electric machine EM1 is not located coaxially to the particular gear set RS (not represented in greater detail here) of the transmission G, but rather is arranged axially offset with respect thereto. A connection takes place via a spur gear stage SRS, which is composed of a first spur gear SR1 and a second spur gear SR2. The first spur gear SR1 is connected at the second input shaft GW2 in a rotationally fixed manner on the side of the particular gear set RS. The spur gear SR1 then meshes with the spur gear SR2, which is located on an input shaft EW of the electric machine EM1 in a rotationally fixed manner. Within the electric machine EM1, the input shaft EW establishes the connection at the rotor (not represented further in this case) of the electric machine EM1.

In the case of the example modification according to FIG. 8 as well, the electric machine EM1 is located axially offset with respect to the particular gear set RS of the particular transmission G. In contrast to the preceding example variant according to FIG. 7, a connection is not established in this case via a spur gear stage SRS, however, but rather via a flexible traction drive mechanism ZT. This flexible traction drive mechanism ZT can be configured as a belt drive or also a chain drive. The flexible traction drive mechanism ZT is then connected at the second input shaft GW2 on the side of the particular gear set RS. Via the flexible traction drive mechanism ZT, a coupling to an input shaft EW of the electric machine EM1 is then established. Within the electric machine EM1, the input shaft EW establishes a connection at the rotor of the electric machine.

In the case of the example modification according to FIG. 9, an integration of the electric machine EM1, which is located axially offset with respect to the particular gear set RS, is implemented via a planetary gear stage PS and a spur gear stage SRS. The planetary gear stage PS is connected downstream from the gear set RS, wherein, on the output end of the planetary gear stage PS, the spur gear stage SRS is then provided, via which the connection to the electric machine EM1 is established. The planetary gear stage PS is includes a ring gear HO, a planet carrier PT, and a sun gear SO, wherein the planet carrier PT guides, in a rotatably mounted manner, at least one planet gear PR, which is meshed with the sun gear SO as well as with the ring gear HO.

In the present case, the planet carrier PT is connected at the second input shaft GW2 in a rotationally fixed manner on the side of the gear set RS from FIGS. 2 and 3 as well as FIG. 5. By comparison, the ring gear HO is permanently fixed at the rotationally fixed component GG, while the sun gear SO is rotationally fixed to a first spur gear SR1 of the spur gear stage SRS. The first spur gear SR1 then intermeshes with a second spur gear SR2 of the spur gear stage SRS, which is provided, in a rotationally fixed manner, on an input shaft EW of the electric machine EM1. In this case, the electric machine EM1 is therefore connected by the gear set RS via two gear stages.

In the case of the example modification from FIG. 10 as well, an integration of the electric machine EM1 is implemented by the gear set RS via a planetary gear stage PS and a spur gear stage SRS. The modification largely corresponds to the example variant according to FIG. 9, with the difference that, with respect to the planetary gear stage PS, the sun gear SO is now fixed at the rotationally fixed component GG, while the ring gear HO is rotationally fixed to the first spur gear SR1 of the spur gear stage SRS. Specifically, the ring gear HO and the first spur gear SR1 are preferably designed as one piece, in that the ring gear HO is equipped, at an outer circumference, with a tooth system. For the rest, the example modification according to FIG. 10 corresponds to the example variant according to FIG. 9, and therefore reference is made to the description thereof.

Moreover, FIG. 11 shows one further example modification of the transmissions G from FIGS. 2 and 3 as well as FIG. 5, wherein, in this case as well, an integration of the electric machine EM1 is implemented via a spur gear stage SRS and a planetary gear stage PS. In contrast to the preceding example variant according to FIG. 10, the gear set RS is initially followed here by the spur gear stage SRS, while the planetary gear stage PS is provided in the power flow between the spur gear stage SRS and the electric machine EM1. The planetary gear stage PS also includes, once again, the elements ring gear HO, planet carrier PT, and sun gear SO, wherein the planet carrier PT guides, in a rotatably mounted manner, multiple planet gears PR1 and PR2, each of which is meshed with the sun gear SO as well as with the ring gear HO.

As is apparent in FIG. 11, a first spur gear SR1 of the spur gear stage SRS is connected in a rotationally fixed manner on the side of the gear stage RS of the transmissions G from FIGS. 2 and 3 as well as 5, wherein this connection is completed at the second input shaft GW2. The first spur gear SR1 then intermeshes with a second spur gear SR2 of the spur gear stage SRS, which is rotationally fixed to the planet carrier PT of the planetary gear stage PS. The ring gear HO is permanently fixed at the rotationally fixed component GG, while the sun gear SO is provided, in a rotationally fixed manner, on an input shaft EW of the electric machine EM1.

Finally, FIG. 12 shows one further example modification of the transmissions G from FIGS. 2 and 3 as well as 5, wherein this example modification essentially corresponds to the preceding example variant according to FIG. 11. The only difference is that the sun gear SO of the planetary gear stage PS is now permanently fixed at the rotationally fixed component GG, while the ring gear HO of the planetary gear stage PS is rotationally fixed to the input shaft EW of the electric machine EM1. For the rest, the example modification according to FIG. 12 corresponds to the example variant according to FIG. 11, and therefore reference is made to the description thereof.

Using example aspects of the invention, a transmission having a compact design and good efficiency can be implemented.

Modifications and variations can be made to the embodiments illustrated or described herein without departing from the scope and spirit of the invention as set forth in the appended claims. In the claims, reference characters corresponding to elements recited in the detailed description and the drawings may be recited. Such reference characters are enclosed within parentheses and are provided as an aid for reference to example embodiments described in the detailed description and the drawings. Such reference characters are provided for convenience only and have no effect on the scope of the claims. In particular, such reference characters are not intended to limit the claims to the particular example embodiments described in the detailed description and the drawings.

REFERENCE CHARACTERS

-   G transmission -   RS gear set -   GG rotationally fixed component -   P1 first planetary gear set -   E11 first element of the first planetary gear set -   E21 second element of the first planetary gear set -   E31 third element of the first planetary gear set -   P2 second planetary gear set -   E12 first element of the second planetary gear set -   E22 second element of the second planetary gear set -   E32 third element of the second planetary gear set -   A first shift element -   B second shift element -   C third shift element -   D fourth shift element -   E fifth shift element -   K0 sixth shift element -   SP1 shift element pair -   SP2 shift element pair -   SP3 shift element pair -   first gear -   2.1 second gear -   2.2 second gear -   2.3 second gear -   2.4 second gear -   2.5 second gear -   third gear -   E1 first gear -   E2 second gear -   V2 second gear -   GW1 first input shaft -   GW1-A mounting interface -   GW2 second input shaft -   GWA output shaft -   GWA-A mounting interface -   AN connection shaft -   EM1 electric machine -   S1 stator -   R1 rotor -   EM2 electric machine -   S2 stator -   R2 rotor -   SRS spur gear stage -   SR1 spur gear -   SR2 spur gear -   PS planetary gear stage -   HO ring gear -   PT planet carrier -   PR planet gear -   PR1 planet gear -   PR2 planet gear -   SO sun gear -   ZT flexible traction drive mechanism -   VKM internal combustion engine -   TS torsional vibration damper -   AG differential gear -   DW driving wheels 

1-14. (canceled)
 15. A transmission (G) for a motor vehicle, comprising: an electric machine (EM1); a first input shaft (GW1); a second input shaft (GW2); an output shaft (GWA); a first planetary gear set (P1) and a second planetary gear set (P2), the first and second planetary gear sets (P1, P2) each comprising a first element (E11, E12), a second element (E21, E22), and a third element (E31, E32); and a first shift element (A), a second shift element (B), a third shift element (C), a fourth shift element (D), and a fifth shift element (E), wherein a rotor (R1) of the electric machine (EM1) is connected to the second input shaft (GW2), wherein the output shaft (GWA) is rotationally fixed to the second element (E22) of the second planetary gear set (P2), rotationally fixed to the third element (E31) of the first planetary gear set (P1), and rotationally fixable to the first input shaft (GW1) with the first shift element (A), wherein the second input shaft (GW2) is rotationally fixed to the second element (E21) of the first planetary gear set (P1) and to the third element (E32) of the second planetary gear set (P2), wherein the first input shaft (GW1) is rotationally fixable to the second input shaft (GW1) with the second shift element (B), wherein the first element (E12) of the second planetary gear set (P2) is fixable to a rotationally fixed component (GG) with the third shift element (C) and is connectable to the first input shaft (GW1) with the fifth shift element (E), and wherein the first element (El 1) of the first planetary gear set (P1) is fixable to the rotationally fixed component (GG) with the fourth shift element (D).
 16. The transmission (G) of claim 15, wherein selective engagement of the first, second, third, fourth, and fifth shift elements (A, B, C, D, E) implements: a first gear (1) between the first input shaft (GW1) and the output shaft (GWA) by engaging the second shift element (B) and the third shift element (C); a second gear between the first input shaft (GW1) and the output shaft (GWA) in a first variant (2.1) by engaging the first shift element (A) and the third shift element (C), in a second variant (2.2) by engaging the first shift element (A) and the fourth shift element (D), in a third variant (2.3) by engaging the first shift element (A) and the second shift element (B), in a fourth variant (2.4) by engaging the first shift element (A) and the fifth shift element (E), in a fifth variant (2.5) by engaging the second shift element (B) and the fifth shift element (E); and a third gear between the first input shaft (GW1) and the output shaft (GWA) by engaging the second shift element (B) and the fourth shift element (D).
 17. The transmission (G) of claim 15, wherein: a first gear (El) results between the second input shaft (GW2) and the output shaft (GWA) by engaging the third shift element (C); and a second gear (E3) results between the second input shaft (GW2) and the output shaft (GWA) by engaging the fourth shift element (D).
 18. The transmission (G) of claim 15, wherein an electrodynamic starting mode (EDA-V) for forward travel results by engaging the fifth shift element (E).
 19. The transmission (G) of claim 15, further comprising an additional electric machine (EM2), a rotor (R2) of the additional electric machine (EM2) connected at the first input shaft (GW1).
 20. The transmission (G) of claim 15, further comprising a sixth shift element (K0), the first input shaft (GW1) rotationally fixable to a connection shaft (AN) with the sixth shift element (K0).
 21. The transmission (G) of claim 15, wherein one or more of the first, second, third, fourth, and fifth shift elements (A, B, C, D, E, K0) is a form-locking shift element.
 22. The transmission (G) of claim 15, wherein one or both of the first and second planetary gear sets (P1, P2) is a minus planetary gear set, wherein the first element (E11, E12) of each minus planetary gear set is a respective sun gear, the second element (E21, E22) of each minus planetary gear set is a respective planet carrier, and the third element (E31, E32) of each minus planetary gear set is a respective ring gear.
 23. The transmission (G) of claim 15, wherein: the first shift element (A) and the second shift element (B) are combined to form a shift element pair (SP1); an actuating element is associated with the shift element pair (SP1); and the shift element pair (SP1) is configured such that either the first shift element (A) or the second shift element (B) is engageable by the actuating element from a neutral position of the actuating element.
 24. The transmission (G) of claim 15, wherein: the third shift element (C) and the fourth shift element (D) are combined to form a shift element pair (SP2); an actuating element is associated with the shift element pair (SP2); and the shift element pair (SP2) is configured such that either the third shift element (C) or the fourth shift element (D) is engageable by the actuating element from a neutral position of the actuating element.
 25. The transmission (G) of claim 15, wherein: the third shift element (C) and the fifth shift element (E) are combined to form a shift element pair (SP2); an actuating element is associated with the shift element pair (SP2); and the shift element pair (SP2) is configured such that either the third shift element (C) or the fifth shift element (E) is engageable by the actuating element from a neutral position of the actuating element.
 26. The transmission (G) of claim 15, wherein the rotor (R1) of the electric machine (EM1) is rotationally fixed to the second input shaft (GW2) or is connected to the second input shaft (GW2) with at least one gear stage.
 27. A motor vehicle drive train for a hybrid or electric vehicle, comprising the transmission (G) of claim
 15. 28. A method for operating the transmission (G) of claim 15, wherein only the second shift element (B) is engaged in order to implement a charging operation or a starting operation. 